Combined box and cylinder car



(No Model.) 7 3 Sheets-Sheet 1.

T. T. PROSSER;

con/ 13mm BOX AND- CYLINDER OAR. r 1%. 295,279. Patented Mar. 18, 1884,

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3 Sheets-Sheet 2.

(No Model.)

T. T. PROSSER.

- COMBINED BOX AND CYLINDER GAR.

.279. Patentd Mar. 18, 1884.

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3 ShetsSheet 3.

(No Model.)

T. PR OSSER.

COMBINED BOX AND GYLINDERGAR.

No. 295.279. Patented Mar; 18, 1884.

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' I UNTTE STATES ATENi FFlCEO COMBiNED BQX AND CYLiNDER CAR.

SPECIFICATION forming part of Letters Patent No. 295,279, dated March 18, 1884,

Application filed May 1853. (No model.)

"To ctZZ whom, itmcty concern:

Be it known that I, TREA'I' 'I. Pnossnn, a citizen of the United States, residing at Chicage, in the county of Cool: and State of Illinois, have invented certain new and useful lmprovements in Combined Box and Cylinder Cars; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to combined box and cylinder cars which are designed for carrying grain in bulk, and for carrying miscellaneous freight.

The object of the invention is to construct a light strong truck-frame to connect, the cylinders and support the car-body.

To this end the invention consists in the novel features and combinations whicl will be fully described in the ensuing specification, and particularly pointed out in the claims at the close thereof.

In the accompanying drawings, Figure l is a side elevation of a car embodying my improvemcn ts. Fig. 2 is a top plan view, drawn on a larger scale, of the cylinders and trucki'rame. Fig. 3 is a detail view, in perspective, of a portion of the truclcframe.

The same letters of reference indicate identical parts in all the figures.

The side framing of the truck-bolster is composed of the side bars, A A, of angle-iron, the respective ends of which are secured at the bottom to the pedestal tie-bar B and the inverted arclrbar G by bolts (1 a, passing through all of said members, and are similarly secured at the top to the archbar D and supplementaryarclrbar C.

' To the upper outwardly-projecting webs of the angle-bars A A, and near the respective ends thereof, are bolted clips E E, for securing the stirrups which support the springplank. These stirrups consist of bolts E, on each end of which are hun g links c 6', arranged to swing close against the inner sides of the angle-bars A A, and connected at their lower ends by a cross-bar, e The spring-plank F is seated between the angle-bars A A, with its ends resting 011 the crossbars e of the stirrup. Ihis spring-plank should be so proportioned with relation to the distance between the bars A A. as to have a free cndwise movement, to permit of a slight lateral movement of the can body, and should be provided near its ends with transverse notches to receive the crossbar 6 so that the jolting or swaying of the car will not cause it to slip.

Near the ends of the spring-plank F are secured springs f, and upon these springs rests the bolster-beam G, which carries the truck center plate, 9, through which the king-bolt passes. The bolster-beam G is of the same length and has the same proportions in horizontal cross-section as the spring-plank F, and its top is flush with the upper webs of the bars A A, its ends projecting beneath the bolts E of the stirrups. Thespring-planlr and bolster beam are thus securely held by the stirrups against being displaced by the jolting or swaying of the car.

Secured to the bolster-beam G, between its outer ends and the bolts E of the stirrups, are theside hearin gs, g y, which receive the thrust of similar bearings, i, secured to the car-body I. These side bearings relieve the springs f of excessive compressing strain, caused by the rocking of the car-body. The supplementary arch-bars O are bolted between the arch-bars D and the upper webs of the bars A A, and extend thence outwardly in a downward direction, crossing the inverted arch-bars G at an angle, and are bolted at their ends to the ends of the pedestal tie-bars B, A bolt'or rivet, c, connects the bars 0 G at their crossing-point, thus rendering the structure very rigid.

In the modification illustrated at the righthand side of Fig. l, the supplementary and inverted archbars are respectively made in. sections 0 G" and C C". The respective sections of one bar-say G Oare bolted to the opposite sides of the continuous web of the other bar in such a manner that the short section 0" receives the thrust of the long section O" in a direct line, as shown.

From the foregoing description it will be seen that my improved truclcfranie is a very solid, substantial structure, but that in consequence of the spring-planlrand bolster-beam being supported by the swinging stirrups, they are capable of a slight endwise movement, thus taking up much of the lateral strain which is usually communicated to the truck and rails by the rocking or swaying motion of a moving train.

The truck-frames are provided with the usual boxes for the reception of the cylinderaxles, and the car-body is mounted upon the truck in a manner well understood by all who are familiar with such structures.

Having thus described my invention, what I claim is- 1. In a car-truck, the combination, with the pedestal tie-bar B, the arch-bar D, and the inverted arch-bar O, of the supplementary arch bar 0, intersecting and bolted to the archbar O at points intermediate between the bolster and the axle-boxes, substantially as specified. 15

2. In a car-truck, the combination of the pedestal tie-bar B, the arch-bar D, andthe inverted and supplementary arch-bars O 0, each having a short section, the whole arranged substantially as specified.

In testimony whereof Iaffix my signature in presence of two witnesses.

TREAT T. PROSSER.

Vitnesses O. A. NEALE, E. T. WALKER. 

